Passenger register



3 Sheets-Sheet 1.

(No Model.)

H. KERSHAW & T. SUTOLIFPE. PASSENGER REGISTER. No. 406,142. PatentedJuly 2,1889.

(No Model.) 3 Sheets-Sheet 2.

H. KERSHAW & T. SUTGLIFFE.

PASSENGER REGISTER.

N0. 406,142. Patented July 2, 1889.

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(No Model.) 3 Sheets-Sheet 3. H. KERSHAW & T. SUTGLIFFE.

PASSENGER REGISTER No. 406,142. Patented July 2, 1889..

7:; fil yd 176707 712 74 mmaxmf a d UNITED STATES "PATENT OFFI E.

HENRY KERSHAlV AND THOMAS SUTOLIFFE, OF ROOHDALE, COUNTY OF LANCASTER,ENGLAND.

PASSENGER-REGISTER.

SPECIFICATION forming part of Letters Patent No. 406,142, dated July 2,1889.

Application filed August 23, 1888. Serial No. 283,542. (No model.)Patented inEngland July 29, 1887, No. 10,543.

To aZZ whom it may concern:

Be it known that we, HENRY KERSHAW and THOMAS SUTCLIFFE, subjects of theQueen of Great Britain and Ireland, residing at Rochdale, in the countyof Lancaster, England, have invented certain new and useful Improvementsin Apparatus for Indicating the Number of Passengers Entcringa Vehicleand Leaving the Same, and for other analogous purposes, (for whichwehave obtained Letters Patent in Great Britain, N 0. 10,546, dated July29, 1887,) of which the following is a specification.

This invention has for its object to provide novel means for registeringthe number of passengers entering a car, coach, or other t avelingvehicle; and to such end the invention consists in the features ofconstruction and combination of devices hereinafter claimed, referencebeing made to the acco1npanying drawings, in which- Figure 1 is a sideelevation of a street-car provided with our registering mechanism; Fig.2, a top plan view of the same; Fig. 3, a rear end elevation; Fig. 4, adetail side view of the mechanism for throwing the counting devices intogear; Fig. 5, a top plan view of the devices shown in Fig. 4;Fig. 0,asectional end view of the same; Fig. 7, a face view of the upper partof the register-case; Fig. 8, a rear View, and Fig. 9 a vertical centralsectional view, of the same.

In order to enable those skilled in the art to make and use ourinvention we will now describe the same in detail, referring to thedrawings, where it will be seen that a indicates a street or tram carmounted on wheels 11, secured to the axles c. To the entrance of the caris applied a reversible turnstile cl, through which the passengers haveof necessity to pass to obtain admission either to the interior of thetrain-car or by means of the staircase a to the top or outside thereof.In communication with this turnstile d is a register case or box 6,containing indicators to suit different classes of fares or stages,(three sets being shown on the drawings, although more or less may beemployed,) each set of indicators consisting of three dials e, a and cand index-fingers f f, as seen more clearly in Fig. 7. These dials aredesigned to indicate the n umber of passengers carried-via, in units bymeans of the lower dial 0, in tens by the middle dial 6 and in hundredsby the upper dial e the spindles being proportionately geared togetherby spurgearing for this purpose, as indicated in Fig. 9, and by thepitclrlines of the various spurwheels employed in Fig. 8'.

It will be observed that each dial is provided with a pair ofindex-fingers fand f, Fig. 7, one finger f indicating the turning of theturnstile d in one direction, (say for passengers entering the vehicle,)and the other f in the other direction, (say for passengers leaving thevehicle,) and that consequently double gearing has to be employed, asseen more clearly in Fig. 9, for actuating each index spindle. Thedriving mechanism consists of a pair of bevel -wheels g-the one mountedat the upper extremity of a vertical shaft g and having at its lowerextremity a bevel-wheel h for receiving motion from the actuatingmechanism, as hereinafter explained, and the other bevel-wheel gimparting the necessary fraction of a revolution so received to one orthe other of a pair of ratchet-wheels it through one of a pair of pawlsh, (carried at opposite extremities of the arms 722,) according to thedirection in which the turnstile is moved by the incoming or outgoingpassenger. It will be apparent that the teeth of these ratchet-wheels Itmust be cut in opposite directions, and that thus and by means of theintermediate spurgearing (illustrated in Figs. 8 and 9) the necessary motion in one or the other direction is conveyed from the turnstile d tothe indicators. These registering dials or indicators, consisting ofthree dials, as aforesaid, are arranged side by side in the same case a,and each indicator is brought into play successively, as hereinaftermore particularly explained, as each stage is accomplished by beingcapable of gearing with one common driving-shaft 7:, and which shaftreceives its revolving motion direct from the turnstile-shaft cl throughthe bevel-wheels (1 It now remains to explain how, when a stageor-certain distance has been completed, the apparatus is caused to throwthe shaft 1' out of gear with one set of indicators and simul taneouslyto bring the counting mechanism of the next set of fares or stages intoplay. For this purpose we employ a screw-shaft j, running the length ofthe framing 7c of the actuating mechanism and supported in bearings ateach extremity thereof. This screw receives a constant and slowrevolving motion from one of the axles c of the tram-car, as illustratedin Figs. 1 and 3, by means of intermediate shafts c and c bevel-wheels cand worm and worm-wheel gearing c and c, or by any other equivalentdriving mechanism. Upon this screw j is mounted a traveling screw-nut Z,which is further supported and guided as it travels along by a pair ofrollers Z, running between guide-rails Z Rising from this carrier Z area pair of horns or studs 'm, one of which is designed to enter firstbetween the pivoted and slotted extremity n of a lever 01, and then bycontinuing its traverse of such slotted end to turn the lever n andcause the latter, through the intervention of the connecting-rod 0,parallel lever 0', and forked lever 0 embracing the grooved boss of thebevel-wheel p, to move the bevel-wheel along the shaft 1' and out ofgear with the bevel-wheel h (upon the vertical shaft 9) of the first setof counting mechanism. Simultaneously with this taking place the otherhorn or stud on has, through corresponding mechanism, mounted on theother side of the frame 7:, caused the bevel-wheel 'r to slide into gearwith its bevel-wheel h for operating the next counting mechanism, sobringing the same into play to indicate the next set of fares or stageof the journey. The same operation is repeated upon the arrival of thetraveling carrier Z at the similar actuating mechanism appertaining tothe next indicator. In order to assist the final action or change fromone set of illdieators to the other, we employ for each indicator aweight, lever, arm, or oscillating bobweight 3, the shorter arm of whichis forked and embraces the forked lever 0 and thus, when such loadedlever is brought to the vertical position and then falls over, thedesired impetus is given to the wheels 19 and a". In this manner we areable to indicate the tramfares received or payable, the number ofpassengers carried from time to time, and to register in whatsubdivision of the journey they entered and left the vehicle. We arealso enabled to dispense with the necessity and expense of inspectors ashitherto employed for checking purposes.

In case of it being required to distinguish between adult and childrenpassengers, this can be accomplished by having a gate through which thechildren would alone be allowed to pass, and which would be used inconnection with a special counting mechanism.

Although only hereinbefore described in. reference to tramcars, it willbe apparent that this improved mechanism is equally applicable toferryboats, to register the number of persons passing through aturnstile within various periods or hours of the day, and for otheranalogous purposes.

What we claim is-- 1. The combination, with the dials, the verticalshafts g having bevel-wheels h 72 and connecting-gearing, of therevolving shaft 2 the sliding and revolving bevel-wheelsp r, the pivotedlevers 11, connected by intermediate devices with the slidingbevel-wheels, the retary screw j, and the screw-nut l on the screw foroperating the levers, substantially as described.

2. The combination, with the dials and the vertical shafts g, havingbevel-wheels h h of the shaft 2', having sliding and revolvingbevel-wheels p and 0', the screw j, having the traveling screw-nut l,and lover mechanism operated by the nut to successively throw thesliding bevel-wheels out of gear with the bevel-wheels on the Verticalshaft, substantially as described.

3. The combination, with the dials and the vertical shafts g, havingbevel-wheels 71 713,01 the shaft 1', having sliding and revolvingbevel-wheels p r, the screw j, having a screw-nut Z, lever mechanismoperated by the nut to successively shift the sliding bevel-wheels, th evertical shaft geared to the screw and driven by an axle, and theturnstile geared to the shaft carrying the sliding bevel-wheels,substantially as described.

4. The combination, with the dials and the vertical shafts g, havingbevel-wheels h h, of the horizontal shaft 'i, having sliding andrevolving bevel-wheels p r, the screw 7, driven from an axle and havingthe screw-nut 1, provided with studs m, the forked levers 92 theconnecting'rods 0, the parallel levers o, the forked levers 0 engagingthe sliding bevelwheels, and the turnstile cl, geared to the shaftcarrying the sliding bevel-wheels, substantially as described.

In testimony whereof we allix our si natures to the foregoingspecification.

HENRY KERSHAW. THOMAS S'U'l.CLlFl E. Witnesses:

JoHN G. Wilson, IV. GUNN.

